Automatic train-stopping apparatus.



S..K. GHOSH. AUTOMATIC TRAIN STOPPING APPARATUS. APPLICATQON man FEB. 21, I914.

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THE NORRIS PETERS CO.. PHOTC-LITHO. WASHINGTON. D. C.

,K. suosu. AUTOMATIC TRAIN STOPPING APPARATUS.

APPLICATION FILED FEB. 27, l9l4.

Patented Apr. 20,

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$.14. euosu. AUTOMATIC TRAIN STOPPING APPARATUS.

APPLICATION FILED FEB. 27, I914.

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SARA'IH KUMAR GHOSH, OF SEATTLE, WASHINGTON.

AUTOMATIC TRAIN-STOPPIN G APPARATUS.

Specification of Letters Patent.

Patented Apr. 20, 1915.

Application filed February 27, 1914. Serial No. 821,488.

To all whom it may concern 7 Be it known that I, 'SARATH (J'rHOsH, a subject of the King of'Great Britain, residing at Seattle, in the county of King and State of l Vashingtomhave invented new and useful Improvements in Automatic Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular application to signal controlled apparatus of this type.

In-carryingout the present invention, it is my purpose to provide a signal controlled train'stop whereby the propelling power of the car will be cut off and an alarm sounded in the event of the car or train passing a danger signal.

- It is also my purpose to provide an apparatus of the class described whereby the propelling power of the car will be automatically cut off in the event of the car or train entering the danger zone and wherein the brake mechanism may be connected up for automatic operation when such is desired so that the brakes will be applied as the propelling power of the car is cut off to bring such car to an immediate stop.

Furthermore, I aim to provide an automatic train stop which will embody few parts and these so correlated and arranged as to reduce the possibility of derangement .to a minimum and one which maybe installed and maintained at a minimum expense and which will operate effectively and efficiently underall weather conditions.

With-the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims. p

In the accompanying drawings; Figure 1 is a transverse sectional view through a trackway and locomotive thereon showing the relative positions of the track instrument and road signal. Fig. 2 is a View in sideelevation of the track instrument. Fig. 3 is a diagrammatic sectional view of the car carried stopping mechanism. Fig. 4 is a similar view showing a modified form of such mechanism. Fig. 5 is a view ofanother modification. Fig. 6 is a diagrammatic view of a still further modified form of car carried stopping mechanism.

Referring now to the drawings 1n detail,

KUMAR cured thereto. Journaled in the upper end of the standard 4 is an axle or shaft 5 carrying an annular disk 6 and fastened to the periphery of the disk 6 and extending outwardly therefrom is an arm 7 carrying at its upper end a cross bar 8 having one end weighted as at 9. A pin is connected with the periphery of the disk 6 at an angle of approximately ninety degrees from the arm 7 and has the outer end thereof equipped with an eye 11 to which is fastened one extremity of a wire 12 or other flexible element. The outer end ofthe wire 12 passes under the adjacent line of rails 1 and is connected with one limb of a bell crank lever 13 pivoted as at 14: upon the standard of the adjacent semaphore 2, while the opposite limb of such bell crank lever is connected through the medium of a-rod 15 with the signal blade of the semaphore. Normally, the disk 6 is in such position that the arm 7 lies in a substantially horizontal plane and the pin 10 in a vertical plane as illustrated in Fig. 1 and when the signal blade moves to danger the rod 15 and bell crank lever 13 exert a pull upon the wire 12 thereby rotathand, when the signal blade gravitates to clear position, the wire 12 is relieved of the influence of the blade and the weight 9 acts to swing the arm 7 and disk 6 to normal position.

In the present instance, the car carried mechanism is designed for use on a steam driven locomotive and comprises a vertical rod 18 fulcrumed between its ends as at 1 9 upon an appropriate part of the frame of the motor car and having the lower endthereof equipped with a brush 2 0 or other shock absorbing device and adapted to engage the cross arm 8 on the outer end of. the arm 7 when the track instrument 1s ac- Uprlsmg from an appropriate part 26 and bearingjupon the upper surface of thearm 23 of the lever 22. A coiled contractile spring 27 has one end secured to the arm 25 and the opposite extremity fastened to the rod 18 adjacent to the upper end thereof and acts to maintain the end 26 of the arm 25 in frictional engagement with the upper surface of the arm 23 of the lever 22 thereby maintaining such lever in a substantially horizontal position.

To prevent vibration of the rod 18 in the travel of the car'any suitable means may be employed. In the present instance, I use a coiled spring 28 and fasten one end of such spring to the rod below the pivot point 19 thereof and the opposite end to the adjacent part of the frame of the car.

Arranged below the outer end of the relatively long arm of the lever 22 and in the path of movement thereof is a push button switch 29 connected in an electric circuit 30 including a suitable source of electrical energy and an audible signal as a bell 31-,

while depending from the under surface of the relatively long arm of thelever 22 is a contact point 32 adapted to engage the contact point 33 arranged below the lever 22 and in the path of the contact 32. When the lower end of the rod 18 contacts'with the cross bar 8 on the upper end of the arm 7 of an active track instrument the rod 18 is swung about its pivot 19 thereby withdrawing the end 26 of the arm 25' from engagement with the short arm of the lever 22, and permitting the relatively long arm of such lever to gravitate to lowered position. When therespective end of the arm 25 releases the arm 23 and the lever 22, the'spring 27 reacts to swing the arm 25 against the rod 18 to an inactive position, while the relatively long arm 24 of the lever 22 actuates the switch 29to close the circuit 30 and so sound the bell to notify the engineer or motorman of the condition of the track.

Simultaneously with the closing of the cir movement is a rod 37.

the terminals of an electric circuitf34 in- 'cluding'a'suitable source-of electrical energy the poles of themagnet 35 are armatures 36, 36 and connected to each armature and mounted within'suitable bearings for sliding V Pivotally connected to-the outer end of one rod 37 is alever'38 :connected with the engineersbrake valve or other part of the air brake system of the train,while pivotally connected to the outer end of theother rod .37 is a lever 39 connected up With-the throttle valve lever of the engine. By meanszof this construction, it will be seen-that when the contact 32 engages the contact 33 the circuit 34 will be closed thereby energizin the windingsof the" horseshoe magnet35 and upon the energiza-. tion of the latter the armatures 36 aredrawn into engagement with the, pole: face thereof with the effect to slide the rods 37 37 and so effect an application of the brakesito the wheels and cut off the flow of steam from the steam dome of theboilerfto'thedrive cylinders of the engine.

In themodified form shown in Fig. 5,tlie

poles of the magnet 35 control a single ar'mature 40 connected upon one end of a'horh zontal rod 41 mounted within-bearings and capable of sliding movement therein A lever 42 is fulcrumedbetween its ends and has one end thereof pivotally connected with the rod 41 and the opposite end pivotally connected to a rod 43. The outer end of the rod 43 'is connected with the lever 38, while the outer end of the rod 41 is connected with the lever 39, the levers 38 and 39 being movable in reverse directions. With this construction, the rod 41 slides under the action of the armature 40 and the magnet 35 when the latter is energized andso exerts a pull upon the lever 39 and swings the :lever 42:

with the efiect to push the rod 43 and the lever 38. a

the electric circuit 34 includes the windings of two horseshoe magnets" 44, 45 and dis posed within the influence'of the poles of: each magnet 44, 45 is an armature 46 connected with one endofa rod 47 capable of sliding movement within. suitable bearings; The outerlend of the rod 47 under the influence of-the magnet 44 is connected with the lever 38, while the similar end of the rod 47 under the influence of the magnet 45 is' connected with the lever, 39. By means of this construction, it will be seen that when the circuit 34 is closed themagnets 44 and 45 will be energized and the 'bralre'mechanism and throttle valve actuated from the indi vidual magnets;

In some instances, it may be desired to cut themagnet 44 out of service so that upon the closing of the circuit 34 the engineers brake valve will remain uninfluenced, while the throttle valve will be closed. By means of this arrangement the engineer will have complete control of the brake valve at all times and when the throttle valve is closed and the alarm sounded such engineer may manipulate his brake valve to put the brakes in service. For this purpose the circuit wires 34 are connected with the respective terminals of theelectromagnets 44 and 45 through the medium of plug andjack connections 48, 49, while the end of the wire connecting the respective terminals of the windings of the magnets 44, 45 is connected with the terminal of the magnet 44 by means of a plug and jack connection 50. A second jack 51 is connected up with the jack of the plug and jack connection 48 by means of a wire 52. Thus, it will be seen that when the circuit wires are connected with the terminals of the magnets 44 and 45 through the medium of the connections 48 and 49 and the wire connecting the windings of the magnets with each other is connected with the magnet 44 at the connection 50, the magnets 44 and 45 will be in series in the circuit 34. On the other hand, when it is desired to cut the magnet 44 out of service so that the brake valve will be under the control of the engineer the plug of the plug and jack connection 50 is inserted in the ack 51 thereby cutting the magnet 44 out of the circuit.

If desired, each track instrument may be disposed above the trackway in a position to clear the tops of the cars and the position of the rod 18 on each motor car reversed.

From the foregoing description taken in connection with the accompanying drawings, the construction, and mode of operation of my improved train stopping apparatus will be readily apparent.

It will be seen that I have provided an automatic train stop which will be found especially useful in conjunction with the usual block signaling system and wherein the propelling power of the car will be cut off and the brakes applied in the event of such car passing a danger signal. Furthermore, it will be seen that by means of my invention, the automatic mechanism controlling the brake system of the car may be cut into and out of service whenever desired.

lVhile I have herein shown and described certain preferred forms of myinvention by way of illustration, I wish it to be understoodthat Ido not limit or confine myself to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention.

In the present instance, I have shown my invention as embodying a normally open electric circuit and in this invention I wish it understood that a normally closed circuit 'may be employed when such is desired and in this event the contact points 32 and 33 are normally in engagement with each other and separate upon the downward movement of the lever 22 when relieved of the influence of the latch. When the closed circuit principle is resorted to a tension spring opposes the action of the magnets and the magnets maintain the respective valves normally open while the spring closes the same upon the deenergization of the magnets.

I claim:

1. In automatic train stopping apparatus, car carried mechanism comprising a signal, an electric circuit including said signal, means for effecting an application of the brakes to the wheels, an electroresponsive device for operating said means, an electric circuit including said device, a lever fulcrumed between its ends and capable of swinging movement and adapted when swung in one direction to close said circuits, a vertical rod pivoted upon the car and capable of swinging movement, an arm can ried by said rod and engaging said lever and holding the latter normally stationary, and a track instrument for swinging said rod to relieve the lever of the influence of said arm.

2. In automatic train stopping apparatus, car carried mechanism comprising a signal, an electric circuit including said signal, means for cutting off the propelling power of the car, an electroresponsive device for operating said means, an electric circuit including said device, a lever fulcrumed be tween its ends and capable of swinging movement and adapted when swung in one direction to close said circuits, a vertical rod pivoted upon the car for swinging movement, an arm pivotally connected to the upper end of said rod and engaging said lever and holding the latter normally stationary, a track instrument for swinging said rod to relieve said lever of the influence of said arm, and a spring for swinging said arm to an out of the way position succeeding the release of said lever.

In testimony whereof I afix my signature in presence of two witnesses.

SARATH :KUNIAR GHOSH. Witnesses:

R. E. REID, J. D. STAFFORD.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

